Method for integrating engine control and flight control system

ABSTRACT

A method of operating an aircraft system includes receiving flight information and trajectory intent information other than current values by an engine control system associated with an engine of the aircraft system from a flight control system associated with the aircraft system; and operating an engine associated with the engine control system using the received non-current information. An aircraft includes an engine positioned on the aircraft; a full authority digital engine controller (FADEC) communicatively coupled to the engine; and a flight control system positioned on the aircraft and communicatively coupled to the FADEC, the flight control system configured to transmit other than current values of flight information and trajectory intent information to the FADEC and to receive other than current values of at least one of engine health and parameters used to estimate engine health from at least one of the FADEC and a separate flight control center positioned offboard the aircraft.

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. application Ser. No.13/221,102, filed Aug. 30, 2011, now allowed.

BACKGROUND OF THE INVENTION

The field of the invention relates generally to flight control systems,and more specifically, to methods and systems for integrating enginecontrol and a flight control system.

At least some known aircraft include an engine control system, sometimesreferred to as a full authority digital engine control (FADEC). TheFADEC is a system that includes a digital computer and its relatedaccessories that control all aspects of aircraft engine performance. TheFADEC receives multiple current input variables of the current flightcondition including, for example, but not limited to, air density,throttle lever position, engine temperatures, engine pressures, andcurrent values of other engine parameters. The inputs are received andanalyzed many times per second. Engine operating parameters such as fuelflow, stator vane position, bleed valve position, and others arecomputed from this data and applied as appropriate to provide optimumengine efficiency for a given current flight condition.

The aircraft also typically include a flight control system, which mayinclude a system typically referred to as a flight management system(FMS). The FMS is a specialized computer system that automates a widevariety of in-flight tasks, including the in-flight management of theflight plan. Using various sensors, such as, but not limited to, globalpositioning system (GPS), inertial navigation system (INS), and backedup by radio navigation to determine the aircraft's position, the FMSguides the aircraft along the flight plan. From the cockpit, the FMS isnormally controlled through a Control Display Unit (CDU) whichincorporates a small screen and keyboard or touch screen. The FMStransmits the flight plan for display on the EFIS, Navigation Display(ND) or Multifunction Display (MFD).

The FADEC and FMS are separate system that in some cases may communicatecurrent values of parameters. However, many parameters that reside inthe FADEC that would be useful to the FMS and many parameters thatreside in the FMS that would be useful to the FADEC are not communicatedbetween the two separate systems.

BRIEF DESCRIPTION OF THE INVENTION

In one embodiment, a method of operating an aircraft system includesreceiving flight information and trajectory intent information otherthan current values by an engine control system associated with anengine of the aircraft system from a flight control system associatedwith the aircraft system and operating an engine associated with theengine control system using the received non-current information.

In another embodiment, an aircraft includes an engine positioned on theaircraft, a full authority digital engine controller (FADEC)communicatively coupled to the engine, and a flight control systempositioned on the aircraft and communicatively coupled to the FADEC, theflight control system configured to transmit other than current valuesof flight information and trajectory intent information to the FADEC andto receive other than current values of at least one of engine healthand parameters used to estimate engine health from at least one of theFADEC and a separate flight control center positioned offboard theaircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1-3 show exemplary embodiments of the method and system describedherein.

FIG. 1 is a schematic block diagram of an integrated engine control andflight control system in accordance with an exemplary embodiment of thepresent invention;

FIG. 2 is a flow chart of a method of operating an aircraft system inaccordance with an exemplary embodiment of the present invention; and

FIG. 3 is a flow chart of a method 300 of operating an aircraft systemin accordance with another embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The following detailed description illustrates embodiments of theinvention by way of example and not by way of limitation. It iscontemplated that the invention has general application to analyticaland methodical embodiments of system communication in industrial,commercial, and residential applications.

As used herein, an element or step recited in the singular and precededwith the word “a” or “an” should be understood as not excluding pluralelements or steps, unless such exclusion is explicitly recited.Furthermore, references to “one embodiment” of the present invention arenot intended to be interpreted as excluding the existence of additionalembodiments that also incorporate the recited features.

FIG. 1 is a schematic block diagram of an integrated engine control andflight control system 100 in accordance with an exemplary embodiment ofthe present invention. In the exemplary embodiment, integrated system100 includes an engine control system 102 such as, but not limited to, afull authority electronic digital control (FADEC) system mountedproximate to an associated aircraft engine 104. Engine control system102 includes a processor 106 and a memory 108 communicatively coupled toprocessor 106. Engine 104 includes a fan 110 and a core engine 112 inserial flow communication. In some embodiments, substantially all airflow through fan 110 goes through core engine 112. In variousembodiments, engine 104 is a high bypass type engine and only a portionof the airflow entering fan 110 passes through core engine 112. Althoughdescribed as a FADEC, in various embodiments, engine control system 102may include other forms of engine controller capable of operating asdescribed herein.

A plurality of process sensors 114 are positioned about engine 104 tosense process parameters associated with engine 104. Such processparameters include for example, engine speed, fuel flow, damper andguide vane positions, stator vane clearance, as well as varioustemperatures of components in engine 104. Sensors 114 arecommunicatively coupled to engine control system 102. In addition, oneor more actuators 116 are positioned about engine 104 and are operablycoupled to components of engine 104 to effect the operation of thosecomponents. Actuators 116 are also communicatively coupled to enginecontrol system 102. Sensors 114 and actuators 116 are used by enginecontrol system 102 to determine operating conditions of engine 104,including but not limited to, a performance of engine 104 relative to abaseline or new operating condition. Engine control system 102 may thenoperate actuators 116 to account for deterioration and/or damage toengine 104 between overhauls. Engine control system 102 may also usesensors 114 and actuators 116 to store the determined engine conditionfor future reference, further processing, and/or reporting.

System 100 also includes a flight control system 120 communicativelycoupled to engine control system 102 through a communications channel122. Flight control system 120 includes a processor 121 and a memory 123communicatively coupled to processor 121. In the exemplary embodiment,communications channel 122 is a wired connection between engine controlsystem 102 and flight control system 120. In various other embodiments,communications channel 122 may be a wireless communication medium. Inthe exemplary embodiment, flight control system 120 is located proximatea cockpit (not shown) of the aircraft and engine control system 102 islocated proximate the engine to which it is associated. Flight controlsystem 120 may be embodied in a single processor-based component or thefunctions of flight control system 120 may be carried out by a pluralityof components configured to perform the functions described herein. Someof the components performing the functions of flight control system 120may be located proximate the cockpit and others may be distributedinside the aircraft for convenience, safety, and/or optimal operationalconsiderations. Although the flight control system is described hereinas a flight management system (FMS), it is to be understood that theinvention includes communication between an engine controller and anyaircraft-mounted avionics function.

Flight control system 120 is configured to interface with various othersystems both onboard the aircraft and offboard the aircraft. Forexample, flight control system 120 may receive current aircraft statusfrom a plurality of aircraft sensors 124 through a sensing system 126.Such sensors may include pitot tubes for determining airspeed, gyros,compasses, accelerometers, position sensors, altimeters, and variousother sensors that may be able to detect a condition, status, orposition of the aircraft. Flight control system 120 may also receiveinformation from one or more onboard processing systems 128, which maybe standalone systems or systems having functions distributed acrossseveral computer systems. Flight control system 120 and onboardprocessing systems 128 may communicate using a wired communicationschannel and/or network connection (e.g., Ethernet or an optical fiber),a wireless communication means, such as radio frequency (RF), e.g., FMradio and/or digital audio broadcasting, an Institute of Electrical andElectronics Engineers (IEEE®) 802.11 standard (e.g., 802.11(g) or802.11(n)), the Worldwide Interoperability for Microwave Access (WIMAX®)standard, cellular phone technology (e.g., the Global Standard forMobile communication (GSM)), a satellite communication link, and/or anyother suitable communication means. As used herein, a wiredcommunications channel includes channels that use fiber and otheroptical means for communications. Flight control system 120 may alsoreceive information from one or more offboard processing systems 130,which may be standalone systems or systems having functions distributedacross several computer systems and/or several sites. Offboardprocessing systems 130 and flight control system 120 are communicativelycoupled using one or more wireless communications media including , butnot limited to, radio frequency (RF), e.g., FM radio and/or digitalaudio broadcasting, an Institute of Electrical and Electronics Engineers(IEEE®) 802.11 standard (e.g., 802.11(g) or 802.11(n)), the WorldwideInteroperability for Microwave Access (WIMAX®) standard, cellular phonetechnology (e.g., the Global Standard for Mobile communication (GSM)), asatellite communication link, and/or any other suitable communicationmeans.

FIG. 2 is a flow chart of a method 200 of operating an aircraft systemin accordance with an exemplary embodiment of the present invention.FIG. 3 is a flow chart of a method 300 of operating an aircraft systemin accordance with another embodiment of the present invention. In theexemplary embodiment, method 200 includes receiving 202 flightinformation and trajectory intent information other than current valuesby an engine control system associated with an engine of the aircraftsystem from a flight control system associated with the aircraft systemand operating 204 an engine associated with the engine control systemusing the received non-current information. Method 300 includesreceiving 302 engine performance and health information other thancurrent values by the flight control system from the engine controlsystem and operating 304 the aircraft associated with the flight controlsystem using the received non-current information. In variousembodiments, the engine control system is a full authority digitalengine control (FADEC) and the engine performance and health informationincludes an estimate of engine health and parameters used to estimateengine health. Engine control system 102 may evaluate current readingsof various parameters of the aircraft engine and generate an estimate ofthe engine health. Either the estimate of engine health generated byengine control system 102 or the parameters used to generate theestimate of engine health are transmitted to flight control system 120for further processing and/or action by flight control system 120.Specifically, the engine performance and health information may includean estimate of engine thrust capability.

Additionally, the flight information and trajectory intent informationtransmitted from flight control system 120 to engine control system 102may include at least one of planned future flight conditions of theaircraft and predicted future flight conditions of the aircraft. Suchinformation would permit engine control system 102 to prepare the enginefor maneuvers that would otherwise be limited or controlled moreclosely. For example, during a cruise phase of flight an activeclearance control system (not shown) may permit a tip gap between arotating blade tip on a rotor of the engine and a casing of the engineto be reduced. Reducing the tip gap reduces an amount of leakage pastthe blade tip, which improves a performance of the engine. If theaircraft needs to execute a step change in altitude, such as, anincrease in altitude to maneuver over weather, head winds, turbulence,or precipitation, an increase in engine power to effect the change maycause the blade tips to rub the casing if remedial steps are not takenwith sufficient lead time. In the casing of an active clearance controlsystem, the casing may need a certain amount of time to changetemperature, which in turn changes the blade tip gap. If the increase inengine power is undertaken before the casing has reached a propertemperature, a rub could result. Flight control system 120 can predictor plan for such step altitude changes and transmit such changes toengine control system 102 prior to the time the step change will start.Accordingly, engine control system 102 can effect the changes to theengine in enough time to permit the increase in power of the enginewithout causing a blade tip rub. Communication between engine controlsystem 102 and flight control system 120 permits engine control system102 to act on information provided by flight control system 120 tocontrol the engine and permits flight control system 120 to controlaircraft systems based on information provided by engine control system102 to improve the performance of the entire aircraft system.

The term processor, as used herein, refers to central processing units,microprocessors, microcontrollers, reduced instruction set circuits(RISC), application specific integrated circuits (ASIC), logic circuits,and any other circuit or processor capable of executing the functionsdescribed herein.

As used herein, the terms “software” and “firmware” are interchangeable,and include any computer program stored in memory for execution byprocessor 106, including RAM memory, ROM memory, EPROM memory, EEPROMmemory, and non-volatile RAM (NVRAM) memory. The above memory types areexemplary only, and are thus not limiting as to the types of memoryusable for storage of a computer program.

As will be appreciated based on the foregoing specification, theabove-described embodiments of the disclosure may be implemented usingcomputer programming or engineering techniques including computersoftware, firmware, hardware or any combination or subset thereof,wherein the technical effect is communicating aircraft systeminformation to an engine control system for changing the operation ofthe engine based on the aircraft system information. Moreover,information external to the aircraft may be communicated to the enginecontrol system, such as weather and air traffic control information topermit controlling the engine operation based on the externalinformation. Furthermore, engine health and maintenance requirements arecommunicated to the flight control systems to control an operation ofthe aircraft based on the engine information. Any such resultingprogram, having computer-readable code means, may be embodied orprovided within one or more computer-readable media, thereby making acomputer program product, i.e., an article of manufacture, according tothe discussed embodiments of the disclosure. The computer readable mediamay be, for example, but is not limited to, a fixed (hard) drive,diskette, optical disk, magnetic tape, semiconductor memory such asread-only memory (ROM), and/or any transmitting/receiving medium such asthe Internet or other communication network or link. The article ofmanufacture containing the computer code may be made and/or used byexecuting the code directly from one medium, by copying the code fromone medium to another medium, or by transmitting the code over anetwork.

The above-described embodiments of a method and system of communicatinginformation between an engine control system and flight control systemto modify the operation of the aircraft engine or aircraft systems basedon the communicated information provides a cost-effective and reliablemeans improving the performance and operation of the aircraft system.More specifically, the methods and systems described herein facilitatemodifying engine operation based on aircraft system information. Inaddition, the above-described methods and systems facilitate modifyingoperation of the aircraft based on information communicated to theflight control system from the engine control system. As a result, themethods and systems described herein facilitate operation of theaircraft system in a cost-effective and reliable manner.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they have structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

1. A method of operating an aircraft system, the method comprising:receiving flight information and trajectory intent information otherthan current values by an engine control system associated with anengine of the aircraft system from a flight control system associatedwith the aircraft system; operating an engine associated with the enginecontrol system using the received non-current information.
 2. A methodin accordance with claim 1, further comprising: receiving engineperformance and health information other than current values by theflight control system from the engine control system; and operating theaircraft associated with the flight control system using the receivednon-current information.
 3. A method in accordance with claim 2, whereinreceiving engine performance and health information comprises receivingat least one of an estimate of engine health and parameters used toestimate engine health.
 4. A method in accordance with claim 2, whereinreceiving engine performance and health information comprises receivingan estimate of engine thrust capability.
 5. A method in accordance withclaim 1, wherein the engine control system is a full authority digitalengine control (FADEC).
 6. A method in accordance with claim 1, whereinreceiving flight information and trajectory intent information comprisesreceiving at least one of planned future flight conditions of theaircraft and predicted future flight conditions of the aircraft.
 7. Amethod in accordance with claim 6, wherein receiving at least one ofplanned future flight conditions of the aircraft and predicted futureflight conditions of the aircraft comprises receiving an indication of afuture change in altitude of the flight path.
 8. A method in accordancewith claim 6, wherein receiving at least one of planned future flightconditions of the aircraft and predicted future flight conditions of theaircraft comprises receiving weather conditions.
 9. A method inaccordance with claim 6, wherein receiving engine performance and healthinformation comprises receiving an estimate of engine thrust capability.10. An aircraft comprising: an engine positioned on the aircraft; a fullauthority digital engine controller (FADEC) communicatively coupled tothe engine; and a flight control system positioned on the aircraft andcommunicatively coupled to the FADEC, the flight control systemconfigured to transmit other than current values of flight informationand trajectory intent information to the FADEC and to receive other thancurrent values of at least one of engine health and parameters used toestimate engine health from at least one of the FADEC and a separateflight control center positioned offboard the aircraft.
 11. A system inaccordance with claim 10, wherein the flight information and trajectoryintent information includes an indication of a future change in altitudeof the flight path.
 12. A system in accordance with claim 11, whereinthe FADEC modifies the operation of the engine using the indication of afuture change in altitude of the flight path.